Hello to all, Im very proud to join your group!

[edasmus]

Scotty,

I managed to do some flying over the weekend as well as today and here are my observations with the elevator trim. I place it in the center or maybe just a touch aft of center of the "TAKE-OFF" range marked on the pointer scale. This makes for a nice easy rotation as the airplane is accelerating through 85-90MPH with flaps at 1/3 extended position. After rotation a slight forward trim is required to hold 110-120MPH on initial climb. Once the airplane is cleaned up some additional forward trim is required to cruise climb between 140-150MPH. All speeds are indicated airspeeds.

During landing, after adding full flaps, the trim pointer is well aft of the "TAKE-OFF" range. Probably a third to half an inch aft of the "TAKE-OFF" range as marked. This is into the additional trim that becomes available with the addition of full flaps. This is at a final approach speed of 90MPH with full flaps making for an easy flare into a smooth touch down with the nose wheel clear of the runway. I can continue to easily hold the nose off for several seconds after main wheel touchdown until the speed bleeds off at which time the nose will gently fall to the runway.

Hopes this helps.

Take-care, Ed

[hharney]

If you remove the rich Corinthian plastic that Cessna used around the trim pointer you will see that the pointer can be moved and adjusted very easily. You may want to roll the trim to center (check the tab on the elevator) and be sure it is calibrated to about the top of the take-off mark.

[edasmus]

Thanks for the info Herb. Do you think my trim indicator is incorrectly calibrated? It seems that it would be indicating accurately. It points in the center of the take-off range during take-off with maybe just a hint aft of that if no one is in the back seats. The pointer is only well aft of the take-off range during landing which is logical to me because I rolled in substantial nose up trim for the landing. Is yours different?

Thanks Ed

[hharney]

Sounds correct to me. If it's in the T/O area with those results I would say that it is close enough.

[Roger]

Might I just say (and please others correct me) but isn't 90mph on final with full flaps a bit fast for that much flap. I could see it over the numbers, but I've never liked full flaps and a lot of power to "force the plane" down final. It seems so much smoother to be at 1/2 - 2/3rd flaps at 90, and then just shy of the numbers hit the rest of the flap to bleed it to stall speed on touchdown. Thoughts ?

[hharney]

I think Ed is referring to the approach and ready to land. Not over the fence yet. I use about the same, full flaps at 1/4 mile final and 100 MPH IAS (blue line) and then let start to bleed off. I have full aft trim at this point and once I cross the fence at 85-90 MPH IAS just pull the throttle off and let it sink to the flair. Greases every time. If it is a short field then I will establish an airspeed of 80-85 MPH IAS, with power, full flaps, full aft trim and fly the airplane to the fence then bleed it off. Normally the horn is squawking before I reach the fence but with the stol wing the horn sound pre-maturely.

The POH attached calls for the 90 - 100 like Ed quotes too.

[Roger]

I guess it depends on how you read it, and what you are comfortable with. I learned out of a grass strip years ago, with an instructor who always talked about gliding to the runway in case of engine failure. This being virtually impossible if you are powering your way down the hill with a lot of flaps. I just looked in my book and for normal landing it say: Airspeed - 80-90 KIAS (flaps UP)

2/3 to full below 110 KIAS
Airspeed 75-85 KIAS (flaps down)
Trim - Adjust
touchdown - Main first.

I always took that to mean the stabilized short approach (with full flaps) is 80 KIAS+/-. Of course it may be splitting hairs as 80 KIAS is like 90 MIAS, but it is still a might slower than Blue Line with full flaps.

I guess it is just what you get comfortable with, but regardless I try to stay away from full flaps until I am within 1/4 mile.